Lancia

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Lancia Aurelia B24 Spider


Lancia je ovaj atrkativni spider po imenu Aurelia B24 predstavila na Brussel Motorshow-u davne 1955. godine.

Kao što samo ime govori ovaj spider je bio zasnovan na Aureliji, ali je imao znatno kraću šasiju i potpuno izmjenjen oblik karoserije.


Za dizajn je naravno, što je i primjetno, bio zadužen Pininfarina, te se ovaj spider do danas smatra jednim od njegovih najboljih dizajnerskih uradaka. Ovaj model je znatno pomogao postizanju njegove reputacije, te je kao što je poznato od 60-ih godina bio zadužen za dizajn skoro svakog serijskog Ferrarija.
Interesantne linije vrata na Spideru su se kasinje pojavljivale na kabrioletima koje je dizajnirao Pinifarina, a najbolji primjer je svakako Ferrari 250 GT California.


Spider naravno nije plijenio samo svojim prelijepim izgledom, nego i voznim osobinama. Srce Lancia Aurelia B24 Spidera je bio 2.4 litreni V6 agregat, koji se ugrađivao i u ostale Aurelije. Ovo nije bio prvi serijski V6 iz Lancije jer je tu titulu ponio V šestak zapremine 1649 kubna centimetra koji se ugrađivao u Lambdu.
Spider je poprilično nepoznat automobil zbog veoma ograničenog broja proizvedenih primjeraka, ali svojim voznim i dizajnerskim kvalitetima sasvim ravnopravno stoji rame uz rame legendama iz 50-ih godina, poput Jaguara XK i Healeya.


Spider je 1956. godine zamijenjen kabrioletskom verzijom koja je imala izmijenjenau karoseriju, a najupečatljiviji su bili prednja karambloka urađena iz jednog komada, nove kvake na vratima te ravnije prednje staklo.
Sada je Lancia Aurelia B24 Spider veoma rijedak prizor, a u svoje vrijeme je bila skuplja od konkurencije te je tako i dan danas.

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Ako su nekadašnji modeli Alfa Romea predstavljali umanjene Ferrarije, manje snage i, naravno, jeftinije, ali izuzetnih performansi i beskompromisnog ponašanja na drumu, za Lancie se može reći da su bili mali Maseratiji - takođe sjajnih karakteristika ali znatno udobniji, uz daleko diskretniju pojavu. Maserati, izvajan samim vetrom, i aristokratska Lancia proizvodili su automobile elegantnih i fluidnih linija, koje čovek mora dobro da osmotri da bi uvideo svu lepotu i jednostavnost dizajna. Za razliku od razmetljivog Alfa Romea, Lancia je bila automobil za ljude koji su vrline svog vozila ljubomorno čuvali samo za sebe, ljude kojima je prefinjen stil bio ispred atrakcije. A atrakciju je i Lancia svakako umela da pruži. Jedan od tipičnih modela sa početka zlatnog doba italijanske, a možda i svetske auto-industrije jeste Lancia Aurelia.
Lancia Aurelia je predstavljena 1950. godine na torinskom salonu automobila i u tadašnjoj ponudi ovog proizvođača bila je predviđena kao zamena za model Aprilia. I postala je to, ali i mnogo više. Aurelia je predstavljena sa potpuno novim V6 motorom koji je ujedno bio i prvi motor te konfiguracije serijski ugrađivan u neko vozilo. Takođe, tu je bila i nova šasija sa nezavisnim zadnjim ogibljenjem, a zbog bolje raspodele mase vozila spojnica, menjačka kutija (manuelna četvorostepena) i diferencijal bili su smešteni u zajedničkom kućištu na zadnjoj osovini. Kočnice su bile doboši na obe osovine, s tim što su na zadnjoj osovini bili postavljeni sa unutrašnje strane poluosovina, do diferencijala. Još jedna veoma značajna stavka je bila i znatna upotreba aluminijuma u izradi novog modela: vrata, poklopac motora, i mnogi drugi delovi bili su izrađeni od ovog metala, što je doprinelo smanjenju ukupne težine vozila.

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Proizvodnja je otpočela modelom B10 berlina, limuzinom sa četvoro vrata, opremljenom motorom od 1754 ccm koji je razvijao maksimalnih 56 KS na 4000 o/min. Međutim, ta prva verzija je pretrpela kritike na račun performansi, te je već 1951, posle proizvedenog 5451 primerka B10, predstavljen model B21 berlina, koji je bio pojačana verzija modela B10: naime, model B21 je posedovao motor od 1991 ccm zapremine koji je razvijao solidnih 70 KS. Ali te iste godine Lancia počinje da pokazuje za šta je sve njen novi koncept sposoban i pojavljuje se model koji je proslavio Aureliu. Pojavljuje se B20 GT coupe.

Aurelia B20 GT coupe je bila delo dizajnera kuće Ghia i u prvo vreme se proizvodila u Pininfarininim pogonima. Imala je nešto skraćenu B10 šasiju i motor od 2 litra pojačan na 75 KS. Ubrzo, nakon proizvedenih 500 primeraka, izmenjen je položaj ventila i povećana je kompresija, što je rezultiralo dobijanjem celih 80 KS. Uz pojačan motor dolazio je i snažniji kočioni sistem i nešto smanjena udaljenost vozila od tla. Ni vizuelni aspekt nije zaboravljen, tako da je instrument-tabla blago redizajnirana, uz dodatne hromirane detalje na karoseriji ali i u enterijeru. Međutim, to je još uvek bilo daleko od maksimalnih potencijala koje je ovaj model, a naročito novi V6 motor, mogao da pruži, kako će se kasnije ispostaviti.


Limuzinska varijanta (berlina) ponovo je unapređena 1952. godine. Posle 3780 komada modela B21 motor je dobio poboljšanu bregastu osovinu i dvostruki Weberov karburator, što je snagu motora podiglo na, za ono vreme, veoma dobrih 90 KS pri 5000 o/min. Tako je nastao model B22 berlina. I enterijer je modifikovan na isti način kao kod B20 GT coupe. Te godine pojavljuje se i B15, koji je bio produžena verzija modela B21. Proizveden je u seriji od samo 81 primerka, a odlikovalo ga je međuosovinsko rastojanje povećano za skoro 200mm, i dvolitarski motor ?ugušen? na svega 65 KS, dok je karoseriju proizvodio Bertone.

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1953. godina donosi novu, treću coupe varijantu. U pitanju je poznati B20 GT coupe, ali sa ozbiljnom evolucijom V6 motora povećanog na čitavih 2451ccm i respektabilnih 118 KS. Velika poboljšanja na pogonskom agregatu bila su praćena neznatnim stilskim usavršavanjima, ali i ponovnim problemima. Naime, posle prvobitnih kritika upućenih nejakom motoru (B10), inženjeri Lancie su uvideli da je ogibljenje nedoraslo da sada već svih 118 rasnih grla zadrži na putu, što će uskoro biti rešeno, a još jedna značajna promena bilo je prebacivanje upravljača na levu stranu. Ovo je ujedno i poslednja godina pravih promena na B20, jer su naknadne serije donosile samo više luksuza uz povećanu težinu, a motori su čak izgubili nešto snage. Naredna serija, predstavljena 1956. godine, raspolagala je sa samo 110 KS, da bi poslednja, šesta serija, razvijala 112 KS.


Sledeća, sa stanovišta tehnike možda i najbitnija godina u produkciji Aurelie, bila je 1954. Te godine je, posle ukupno 1074 vozila koja su napustila pogone gospodina Vicenza Lancie, B22 zamenjen modelom B12. Model B12 berlina je doneo mnoge promene, a jedna od najznačajnijih je bila novokonstruisana zadnja osovina po ?De Dion? sistemu, primenjena u čitavoj gami, koja je znatno unapredila ponašanje automobila u vožnji i ućutala kritičare. Zatim je tu bio i efikasniji filter za ulje, kao i blok motora izliven od nove legure. Sva ta poboljšanja pratilo je mnoštvo izmenjenih detalja: redizajnirani farovi i zadnja svetla, vetrobrani na bočnim staklima? Takođe, značajna promena je bilo uvođenje motora zapremine 2266 ccm od 87 KS u osnovnu limuzinsku verziju.

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Česta praksa mnogih proizvođača tog vremena bila je proizvodnja samo šasija sa motorom i ostalim tehničkim sklopovima, ali bez karoserije i enterijera. Ove varijante bile su namenjene malim manufakturama, ali i ozbiljnim karoseristima i njihovim pogonima, koji su puštali mašti na volju i na gotovu osnovu postavljali najrazličitije forme, ponekad samo stilske vežbe, a nekad i prave izazove za konkurenciju. Poznato je da je mediteranski temperament (sačinjen od hedonizma, strasti i bučnih šarenih uličica) izrodio apsolutno sve najznačajnije dizajnere savremenog doba, koji bi se, da su živeli nekoliko vekova ranije, danas smatrali vrhunskim umetnicima, te je stoga jasno da su i šasije Lancie nosile talenat gotovo bezbrojnih italijanskih majstora proporcija.



Lancia je još 1950. godine, paralelno sa predstavljanjem Aurelie, počela proizvodnju njenih šasija za ovu namenu. Modeli šasija nose oznake godina kada su izbačene na tržište. Najvažnija odlika ovih šasija je bio povećan raspon između osovina, a prve verzije su bile B50 i B51 koje su se razlikovale samo po prenosnim odnosima. Kasnije dolaze B52 i B53, sa motorom od dva litra radne zapremine, slede B55 i B56, proizvedene u malom broju, i sa ?De Dion? zadnjom osovinom, a kuriozitet je B60, šasija proizvedena u samo jednom primerku. Šasiju Aurelie su iskoristile mnoge dizajnerske kuće, među kojima su svakako najpoznatije Pininfarina, Bertone, Vignale i naravno Ghia, ujedno tvorac fabričkog modela GT coupe. Jednu od najupečatljivijih karoserija nacrtao je studio Pininfarina, a u pitanju je futuristički koncept PF2000.
Proizvodnja Lancie Aurelie u varijanti berlina obustavljena je 1955. godine, dok su coupe i convertible silazili sa pokretnih traka još tri godine. Ukupna produkcija posle osam godina proizvodnje iznosi, uključujući šasije, nepunih 17000 primeraka. Lancia Aurelia, naročito u svojim atraktivnijim verzijama, danas je rado viđen gost mnogobrojnih evropskih i svetskih skupova oldtajmera i ozbiljan rival u egzibicionim relijima veterana. Njen dizajn i naprednu tehniku poštuju svi, mnogi su opčinjeni njenim proporcijama.

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Lambda

Presented for the first time in 1922 the Lambda incorporated numerous technical innovations and is still hailed as one of the significant models in the history of the automobile. The biggest single innovation, and one which was copied by all car manufacturers around the world, was the adoption of a load-bearing body and the deletion of the separate chassis. Another first was the use of independent front suspension. The engine was also novel, using a cast-aluminium engine block, a narrow-angle V4 layout and high (for the period) engine speeds.
The first cars were almost all bodied in-house by Lancia, the new load-bearing body reducing the scope for the coachbuilders, although a few did make some attempts. The first four series' saw small improvements such as new pistons, different windscreen designs and a change in supplier of the electrical system. The fifth series saw the adoption of a four-speed gearbox whilst the sixth series used a stretched wheelbase and was also produced as a chassis for the coachbuilders.
The seventh series saw an increased capacity engine producing 10bhp more, and was produced with both the longer and shorter wheelbases, a feature also used in the following eighth series. The latter also received an even larger and more powerful engine to offset the ever increasing weight. This was the last production model and they ceased to be built in 1931.
Lambda's were also used extensively in motorsport in various guises, mostly by private entries, albeit supported by the factory.
Approximate production numbers :
Series I to V : 4,200
Series VI : 1,300
Series VII : 1,300
Series VIII and IX : 4,403
Technical Details
Driveline-longitudinal engine at front with rear wheel drive
Engine-2119cc (75x120mm) V4 sohc with 49bhp @ 3,250rpm 2370cc (79,37x120mm) V4 sohc with 59bhp @ 3,250rpm 2568cc (82,55x120mm) V4 sohc with 69bhp @ 3,500rpm
Suspension-front : Independent sliding pillar rear : solid axle with leaf springs wheelbase : 3100mm or 3420mm depending on variant
Brakes-mechanically operated drums on all four wheels
Gearbox-initially 3 then 4 speed manual

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Dilambda

The Dilambda was born as a project for the US market, to be built at a new facility in that country, but when the entire venture collapsed the car was modified for the European market and emerged in 1928. Returning to a chassis construction, albeit with innovative features such as the structural fuel tank, the Dilambda used a new 4-litre V8 engine. The independent front suspension used a system similar to the Lambda.
Three wheelbases were used during the life of the Dilambda. Initially 3480mm this was shortened to 3290mm in the second series, but another version with a 3475mm wheelbase was then added. The cars were continually improved through the years of production with changes to the transmission, brakes, instrumentation, controls and together with the large number of different bodies fitted by various coachbuilders this meant that virtually no two cars were identical.
The Dilambda was a large car, the finished vehicle rarely weighing less than two tons, and was built in correspondingly small numbers. The total production was around 1,700 (1,000 first series and 700 second series) from 1928 to 1938.
Technical Details
Driveline-longitudinal engine at front with rear wheel drive
Engine-3956cc (79.37x100mm) V8 sohc with 100bhp @ 3,800rpm
Suspension-front : Independent sliding pillar rear : solid axle with leaf springs wheelbase : 3480mm, 3290mm or 3475mm depending on variant
Brakes-mechanically operated drums on all four wheels
Gearbox-4 speed manual

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Astura & Artena

With the Dilambda meeting the demand for a large vehicle, Lancia went about developing a new smaller vehicle, to be available both as a base model and a more luxurious model, sharing the main basic layout. The result was the Artena (base model) and the Astura (luxurious model). The resulting common chassis drew heavily on the design of the preceding Lambda and Dilambda, albeit with a sensible dose of cost saving measures. The front and rear suspension also followed the same basic layout as those models.
For the Artena it was decided to use a much developed version of the old V4 with numerous major modifications such as the adoption of a chain drive for the camshaft. Significantly, it was mounted using silentblocks, which drastically reduced the vibrations passed into the chassis. The Astura, on the other hand, got a simplified and reduced capacity version of the existing V8.
With time the number of variants increased, with different wheelbases a larger engine for the Astura (from the third series). With the cessation of production of the Dilambda in 1938 the Astura took over as the top-of-the-range Lancia and became more luxurious, whilst the Artena became more utilitarian given the poor financial conditions of the times. The Astura became a favourite of the coachbuilders and many, many different versions were built by almost all of the leading names.
Production volumes :
Astura : Series I & II : 1,246; Series III & IV : 1,665
Artena : Series I & II : 3,020; Series III : 2,040; Series IV : 507

Technical Details
Driveline-longitudinal engine at front with rear wheel drive
Engine-Astura : 2604cc (69,85x85mm) V8 sohc with 72bhp @ 4,000rpm 2973cc (74,61x85mm) V8 sohc with 82bhp @ 4,000rpm Artena : 1927cc (82,55x90mm) V4 with 55bhp @ 4,000rpm later with 51bhp @ 3,800rpm
Suspension-front : Independent sliding pillar rear : solid axle with leaf springs wheelbase : Astura : 3177mm, 3100mm, 3330mm or 3475mm depending on variant Artena : 2990mm, 2950mm, 3140mm or 3180mm depending on variant
Brakes-mechanically operated drums on all four wheels some later cars had hydraulically operated drums
Gearbox-4 speed manual

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Augusta

The first 'small' Lancia designed to be produced in large volumes, the Augusta was first shown to the public in 1932. Returning to a true load-bearing bodyshell, where even the roof was part of the structure, the B-pillars were also omitted. A chassis version was also produced for the coachbuilders from 1934. The engine was a new, small capacity V4.
Although officially no series' were designated, various modifications and improvements were incorporated, such as the intoduction on 1934 of a version 'Lusso' with a more luxurious trim, spoked wheels, two-tone paint and other details. This only lasted for a short while before the two versions were again unified, the result mixing details from both versions.
Production of the Augusta was also undertaken at a new factory in France, near Paris, from 1934 to 1938. The car was known as the Belna but was identical in almost every respect to the Italian built cars. Chassis' were also built their for the French coachbuilders.
Total production, which ceased in 1937 was around 20,000 cars and chassis'. Of these, around 2,500 cars and 600 chassis' were produced in France.
Technical Details
Driveline-longitudinal engine at front with rear wheel drive
Engine-1196cc (69,85x78mm) V4 with 35bhp @ 4,000rpm
Suspension-front : Independent sliding pillar rear : solid axle with leaf springs wheelbase : 2650mm
Brakes-hydraulically operated drums on all four wheels
Gearbox-4 speed manual

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Lancia Aprilia

First seen in 1936, with production beginning the following year, the Aprilia broke new ground in several ways. Designed partially in the Turin Polytechnic wind tunnel, giving a drag coefficient of 0.47, it was one of the first mass produced cars to 'recognise' aerodynamics. Independent rear suspension was unusual for the time, and many features were utilised to keep the overall car compact, and the weight low. The body was a pillarless monocoque with four doors, powered by a narrow angle V4 engine of 1352cc capacity and generating 47bhp.
In 1939 the second series Aprilia was introduced, with a larger 1486cc engine producing 48bhp. A number of very small detail changes were also made, and the 'Lusso' specification of the first series became strandard on the second series cars including such items as the instrument panel.
Production continued until 1949, by which time 20,082 cars (and 7,554 chassis) had been built in Turin. A smaller number, around 700 (including both cars and chassis) were built in Lancia's factory in France.
Apart from the standard cars, Lancia built a 'chassis' for the many Italian (and other) coachbuilders to use. This featured a lengthened wheelbase, up by 100mm to 2850mm. Pininfarina built both saloons and cabriolets on this longer chassis for Lancia, as well as the 'Aerodinamica' two seat coupes. Other coachbuilders which produced Aprilia based cars included Ghia, Stabilimenti Farina, Zagato, Viotti, Bertone, Vignale, Touring, Castagna and a variety of overseas companies.
Technical Details
Driveline-longitudinal engine at front with rear wheel drive
Engines-1352cc (72x82mm) V4 with 47bhp @ 4,300rpm 1486cc (74.61x85mm) V4 with 48bhp @ 4,300rpm
Suspension-front : Sliding pillar rear : independent with single transverse leaf spring wheelbase : 2750mm track (front/rear) : 1st series : 1236mm/1266mm 2nd series : 1262mm/1292mm
Brakes-hydraulic on all four wheels (rear inboard) handbrake operating on the rear
Gearbox-4 speed manual
Steering-Worm and sector
Kerb weight-series I :880kg; series II : 950kg

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